長江口深水航路を用いた鉄鉱石輸入における二酸化炭素排出量の削減策に関する研究

A novel method for carbon dioxide emission forecasting based on improved Gaussian processes regression

Alternative sources of energy as marine fuels; the effect on the environment and the financial perspectives for a more sustainable future in the shipping industry

Despite the negative externalities on the environment and human health, today’s economies still produce excessive carbon dioxide emissions. As a result, governments are trying to shift production and consumption to more sustainable models that reduce the environmental impact of carbon dioxide emissions. The European Union, in particular, has implemented an innovative policy to reduce carbon dioxide emissions by creating a market for emission rights, the emissions trading system. The objective of this paper is to perform a counterfactual analysis to measure the impact of the emissions trading system on the reduction of carbon dioxide emissions. For this purpose, a recently-developed statistical machine learning method called matrix completion with fixed effects estimation is used and compared to traditional econometric techniques. We apply matrix completion with fixed effects estimation to the prediction of missing counterfactual entries of a carbon dioxide emissions matrix whose elements (indexed row-wise by country and column-wise by year) represent emissions without the emissions trading system for country-year pairs. The results obtained, confirmed by robust diagnostic tests, show a significant effect of the emissions trading system on the reduction of carbon dioxide emissions: the majority of European Union countries included in our analysis reduced their total carbon dioxide emissions (associated with selected industries) by about 15.4% during the emissions trading system treatment period 2005–2020, compared to the total carbon dioxide emissions (associated with the same industries) that would have been achieved in the absence of the emissions trading system policy. Finally, several managerial/practical implications of the study are discussed, together with its possible extensions.

In order to reduce carbon dioxide emissions from international shipping, the International Maritime Organization (IMO) is discussing the future strengthening of EEDI/EEXI and the introduction of subsidies and carbon taxes. However, the stakes in international shipping are so complex that it is difficult for the IMO to predict how regulations will affect shipping companies’ decisions and markets in the future, making it difficult to determine effective regulations.In this study, we develop an agent simulator that simulates the decision-making process of actual shipping companies, and propose a method to quantitatively evaluate the response of international shipping to various regulations, thereby supporting the decision-making process of policy makers. The developed simulator outputs simulation results from 2023 to 2050 when the EEDI/EEXI reduction rate, subsidy rate, and carbon tax rate are input.In this study, we conducted simulations for 100 different regulatory proposals and plotted the results of all the proposals on a scatter plot of total carbon dioxide emissions and total benefits to support the decision making of regulatory decision makers. Furthermore, we were able to support effective regulatory decisions even when the assumptions were that the carbon emission reduction targets set by the IMO would be met and that carbon tax revenues would exceed subsidy expenditures.

Investigating the effect of carbon tax and carbon quota policy to achieve low carbon logistics operations

Assessment of the energy utilization and carbon dioxide emission reduction potential of the microbial fertilizers. A case study on “farm-to-fork” production chain of Turkish desserts and confections

According to the presumption of IMO, the amount of the greenhouse gas emissions from international maritime transportation is represented 850 million tons in 2007. Furthermore, carbon dioxide emissions from international maritime transportation represented 3% of the world's total carbon-dioxide emissions. Therefore, it is necessary to reduce the carbon dioxide emissions from maritime transportation. In this paper, we targeted for distribution of the container transport between East Asia and Europe with a large amount of cargos which examine the reduction effect of the carbon dioxide emissions in the case of Northern Sea Route. We should also consider the depth of water and the speed of navigation when we examine the effect of the carbon dioxide emissions reduction. In this paper, we will examine the reduction of carbon dioxide's emissions when the container vessels are distributed. As a result, the reduction of the carbon dioxide's emissions is approximately 317million tons.

The current intensive development of shipping and aviation is accompanied by an increase in anthropogenic impact on the environment and climate. According to the International Civil Aviation Organization and the International Maritime Organization (IMO) assessments, greenhouse gas emissions from international air and sea traffic are expected to increase by 2-3 times by 2050. Carbon dioxide, methane and nitrous oxide emissions from international aviation and navigation from the territory of Russia for the period of 1990-2018 were estimated, the dynamics and the main drivers of emissions changes are analyzed, international comparisons are provided. The calculation was made in accordance with the methodology of the Intergovernmental Panel on Climate Change based on the data from the Federal Air Transport Agency and IAA «Port News». Analysis of historical trends shows that greenhouse gas emissions dynamics during the reporting period for international sea and air shippingis almost the same. In 2018, the total emission of CO2, СH4 and N2O from international transport from the territory of Russia amounted to 47.0 million tons of CO2-equivalent, which is 2.7 times higher than in 1990. Carbon dioxide dominates in the component composition of the emissions, its share in the total emission amounted to 99.5%. Contributions of methane and nitrous oxide emissions were 0.1% and 0.4%, respectively. Shipping makes a major contribution to emissions. Russia's share of worldwide carbon dioxide emission from international water and aviation transport does not exceed 3.5%.Emissions from aviation and shipping have been largely driven by economy and international trade. Greenhouse gases emissions from international aviation and maritime transport are expected to decrease in the coming years related to IMO's banon high-sulfur fuel use and reduction of international air and sea traffic in the light of the spread of the coronavirus in 2020.

Substantiation of a lower estimate for the bunker inventory: Comment on “Updated emissions from ocean shipping” by James J. Corbett and Horst W. Koehler

Economic, environmental, and technical gains from the Kyoto Protocol: Evidence from cement manufacturing

Reducing carbon dioxide emissions in China's manufacturing industry: a dynamic vector autoregression approach

According to the International Maritime Organization (IMO), maritime transport emits around 1 billion tonnes of CO2 annually and was responsible for approximately 2.5% of global greenhouse gas emissions in 2014. The prediction is that greenhouse gas emissions from maritime transport alone may increase between 50 and 250% by 2050, depending on future economic and energy developments. In spite of that, there is no concerted action or plan to tax or capture the CO2 emissions derived from international maritime shipping – the most widespread and popular form of transportation. This occurs in an environment where, from the perspective of corporate taxation, the international maritime industry is one of the sectors that is often taxed at some of the lowest tax brackets, if compared to other business. This article fulfils the threefold purpose of (1) discussing the international standards to which the international maritime transport network is subjected, from international public law and environmental law perspectives; (2) analysing the international tax regime applicable to the taxation of income derived from international shipping transport; and finally, (3) suggesting future policy approaches based on the principles and premises identified, to tackle carbon emissions derived from international maritime transport. The article purports to provide a full overview of the direct and indirect tax obligations which the maritime industry is under, and suggest policy approaches to assure that the environmental cost of transport is captured in the final price of products traded internationally, in order to reestablish geographic economic equity through the application of a carbon tax instrument.

Primary energy-related carbon dioxide emissions in China

The international regime for climate change is embodied in the 1992 United Nations Framework Convention on Climate Change (UNFCCC) and the 1997 Kyoto Protocol. The Kyoto Protocol sets the mandatory quantified emissions limitation and reduction (QELAR) targets of greenhouse gases (GHGs) for Annexure I developed countries. However, it excludes the maritime transport sector from its purview and mandates the International Maritime Organisation (IMO) to address the issue of the mitigation of marine GHG emissions. Inter-governmental negotiations are underway in this regard, within the framework of the IMO's Marine Environment Protection Committee (MEPC). Presently, there is an impasse in the negotiations as nations have failed to arrive at a consensus on the contents of the regulatory framework for the mitigation of marine GHG emissions. This paper seeks to identify the legal issues and challenges in mitigating marine GHG emissions in post-Kyoto policy and to contribute to the ongoing debate on the challenges before the Conference of Parties (COP15)/Meeting of Parties (MOP5) of the Kyoto Protocol in addressing the issue of mitigation of marine bunker emissions. It provides an overview of the ongoing inter-governmental negotiations on post-Kyoto climate regime from the maritime transport perspective and reviews IMO's work on mitigating GHG emissions. It analyses the legal issues that add to the intricacies of bunker fuel negotiations due to limited jurisdiction of the countries in controlling emissions from maritime transport activities occurring outside their national borders. It looks at a number of legal issues, like “common but differentiated responsibilities (CBDR),” “flag of convenience” etc., that need to be resolved for evolving a mandatory regulatory framework for mitigation of marine GHG emissions.

In response to Article 2.2 of the Kyoto Protocol, the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO) have begun to consider greenhouse gas (GHG) emissions from international aviation and shipping. However, neither ICAO nor IMO have taken any effective action on the issue yet and progress can be characterised as slow. The lack of action has so far not been made up for by measures within the climate change regime or by individual countries. An important motivation for the efforts of ICAO and IMO so far has been the potential regulatory competition with the climate change regime. However, given the lack of political will to act on the issue within the latter, this motivation has not been very forceful. Against this backdrop, I argue that there are in particular three options for furthering progress within ICAO and IMO, namely (1) enhancing the threat of regulation of GHG emissions from international transport under the climate change regime; (2) undertaking unilateral domestic action by various countries (in particular the EU); and (3) furthering a learning process within ICAO and IMO. Furthermore, a closer coordination of efforts under ICAO, IMO and the climate change regime could facilitate and accelerate progress.